The term steamboat is used to refer to smaller, insular, steam-powered boats working on lakes and rivers, particularly riverboats . As using steam became more reliable, steam power became applied to larger, ocean-going vessels.

History

Dutch river steam-tugboat "Mascotte II"

Early attempts at powering a boat by steam were made by the French inventor Denis Papin and the English inventor Thomas Newcomen . Papin invented the steam digester (a type of pressure cooker ) and experimented with closed cylinders and pistons pushed in by atmospheric pressure, analogous to the pump built by Thomas Savery in England during the same period. Papin proposed applying this steam pump to the operation of a paddlewheel boat and tried to market his idea in Britain. He was unable to successfully convert the piston motion into rotary motion and the steam could not produce enough pressure. Newcomen's design did solve the first problem, but remained shackled to the inherent limitations of the engines of the time.

A steamboat was described and patented by English physician John Allen in 1729. [53] In 1736, Jonathan Hulls was granted a patent in England for a Newcomen engine-powered steamboat (using a pulley instead of a beam, and a pawl and ratchet to obtain rotary motion), but it was the improvement in steam engines by James Watt that made the concept feasible. William Henry of Lancaster, Pennsylvania , having learned of Watt's engine on a visit to England, made his own engine. In 1763 he put it in a boat. The boat sank, and while Henry made an improved model, he did not appear to have much success, though he may have inspired others.

18th century

The first steam-powered ship Pyroscaphe was a paddle steamer powered by a Newcomen steam engine ; it was built in France in 1783 by Marquis Claude de Jouffroy and his colleagues as an improvement of an earlier attempt, the 1776 Palmipède . At its first demonstration on 15 July 1783, Pyroscaphe travelled upstream on the river Saône for some fifteen minutes before the engine failed. Presumably this was easily repaired as the boat is said to have made several such journeys. [3] Following this, De Jouffroy attempted to get the government interested in his work, but for political reasons was instructed that he would have to build another version on the Seine in Paris. De Jouffroy did not have the funds for this, and, following the events of the French revolution, work on the project was discontinued after he left the country. [3]

Similar boats were made in 1785 by John Fitch in Philadelphia and William Symington in Dumfries , Scotland . Fitch successfully trialled his boat in 1787, and in 1788, he began operating a regular commercial service along the Delaware River between Philadelphia and Burlington, New Jersey, carrying as many as 30 passengers. This boat could typically make 7 to 8 miles per hour (11 to 13 km/h) and traveled more than 2,000 miles (3,200 km) during its short length of service. The Fitch steamboat was not a commercial success, as this travel route was adequately covered by relatively good wagon roads. The following year, a second boat made 30-mile (48 km) excursions, and in 1790, a third boat ran a series of trials on the Delaware River before patent disputes dissuaded Fitch from continuing.

Meanwhile, Patrick Miller of Dalswinton , near Dumfries , Scotland , had developed double-hulled boats propelled by manually cranked paddle wheels placed between the hulls, even attempting to interest various European governments in a giant warship version, 246 feet (75 m) long. Miller sent King Gustav III of Sweden an actual small-scale version, 100 feet (30 m) long, called Experiment . Miller then engaged engineer William Symington to build his patent steam engine that drove a stern-mounted paddle wheel in a boat in 1785. The boat was successfully tried out on Dalswinton Loch in 1788 and was followed by a larger steamboat the next year. Miller then abandoned the project.

19th century

The failed project of Patrick Miller caught the attention of Lord Dundas , Governor of the Forth and Clyde Canal Company, and at a meeting with the canal company's directors on 5 June 1800, they approved his proposals for the use of "a model of a boat by Captain Schank to be worked by a steam engine by Mr Symington" on the canal.

In 1801, Symington patented a horizontal steam engine directly linked to a crank. He got support from Lord Dundas to build a second steamboat, which became famous as the Charlotte Dundas , named in honour of Lord Dundas's daughter. Symington designed a new hull around his powerful horizontal engine, with the crank driving a large paddle wheel in a central upstand in the hull, aimed at avoiding damage to the canal banks. The new boat was 56 ft (17.1 m) long, 18 ft (5.5 m) wide and 8 ft (2.4 m) depth, with a wooden hull. The boat was built by John Allan and the engine by the Carron Company .

The first sailing was on the canal in Glasgow on 4 January 1803, with Lord Dundas and a few of his relatives and friends on board. The crowd were pleased with what they saw, but Symington wanted to make improvements and another more ambitious trial was made on March 28. On this occasion, the Charlotte Dundas towed two 70 ton barges 30 km (almost 20 miles) along the Forth and Clyde Canal to Glasgow , and despite "a strong breeze right ahead" that stopped all other canal boats it took only nine and a quarter hours, giving an average speed of about 3 km/h (2 mph). The Charlotte Dundas was the first practical steamboat, in that it demonstrated the practicality of steam power for ships, and was the first to be followed by continuous development of steamboats. [4]

The American, Robert Fulton , was present at the trials of the Charlotte Dundas and was intrigued by the potential of the steamboat. While working in France, he corresponded with and was helped by the Scottish engineer Henry Bell , who may have given him the first model of his working steamboat. [28] He designed his own steamboat, which sailed along the River Seine in 1803.

He later obtained a Watt steam engine, shipped to America where his first proper steamship was built in 1807, [6] North River Steamboat (later known as Clermont ), which carried passengers between New York City and Albany, New York . Clermont was able to make the 150-mile (240 km) trip in 32 hours. The steamboat was powered by a Boulton and Watt engine and was capable of long-distance travel. It was the first commercially successful steamboat, transporting passengers along the Hudson River .

In October 1811 a ship designed by John Stevens , Little Juliana , would operate as the first steam-powered ferry between Hoboken and New York City. Stevens' ship was engineered as a twin screw-driven steamboat in juxtaposition to Clermont ' s Boulton and Watt engine. [7] The design was a modification of Stevens' prior paddle steamer Phoenix , the first steamship to successfully navigate the open ocean in its route from Hoboken to Philadelphia.

The Margery , launched in Dumbarton in 1814, in January 1815 became the first steamboat on the River Thames, much to the amazement of Londoners. She operated a London to Gravesend river service until 1816, when she was sold to the French and became the first steamboat to cross the Channel. When she reached Paris, the new owners renamed her Elise and inaugurated a Seine steamboat service. [54]

In 1818 , Ferdinando I , the first Italian steamboat, left the port of Naples , where it had been built.

Ocean-going

The first sea-going steamboat was Richard Wright's first steamboat "Experiment", an ex-French lugger; she steamed from Leeds to Yarmouth, arriving Yarmouth 19 July 1813. "Tug", the first tugboat, was launched by the Woods Brothers, Port Glasgow, on 5 November 1817; in the summer of 1818 she was the first steamboat to travel round the North of Scotland to the East Coast.

Use by country

United States

The 1909 replica of the North River Steamboat , the first steamboat to achieve commercial success transporting passengers along the Hudson River .

Origins

The era of the steamboat began in Philadelphia in 1787 when John Fitch (1743–1798) made the first successful trial of a 45-foot (14-meter) steamboat on the Delaware River on August 22, 1787, in the presence of members of the United States Constitutional Convention . Fitch later (1790) built a larger vessel that carried passengers and freight between Philadelphia and Burlington, New Jersey on the Delaware. His steamboat was not a financial success and was shut down after a few months service, however this marks the first use of marine steam propulsion in scheduled regular passenger transport service.

Oliver Evans (1755–1819) was a Philadelphian inventor born in Newport, Delaware to a family of Welsh settlers. He designed an improved high-pressure steam engine in 1801 but did not build it (patented 1804). The Philadelphia Board of Health was concerned with the problem of dredging and cleaning the city's dockyards, and in 1805 Evans convinced them to contract with him for a steam-powered dredge, which he called the Oruktor Amphibolos . It was built but was only marginally successful. Evans's high-pressure steam engine had a much higher power to weight ratio , making it practical to apply it in locomotives and steamboats. Evans got so depressed with the poor protection that the US patent law gave inventors that he eventually took all his engineering drawings and invention ideas and destroyed them to prevent his children wasting their time in court fighting patent infringements.

Robert Fulton and Robert Livingston , who owned extensive land on the Hudson River in New York, met in 1802 and drew up an agreement to construct a steamboat to ply a route between New York City and Albany, New York on the Hudson River . They successfully obtained a monopoly on Hudson River traffic after Livingston terminated a prior 1797 agreement with John Stevens , who owned extensive land on the Hudson River in New Jersey. The former agreement had partitioned northern Hudson River traffic to Livingston and southern to Stevens, agreeing to use ships designed by Stevens for both operations. With their new monopoly, Fulton and Livingston's boat, named the Clermont after Livingston's estate, could make a profit. The Clermont was nicknamed "Fulton's Folly" by doubters. On Monday, August 17, 1807, the memorable first voyage of the Clermont up the Hudson River was begun. She traveled the 150 miles (240 km) trip to Albany in a little over 32 hours and made the return trip in about eight hours.

Types of ships

By 1849 the shipping industry was in transition from sail-powered boats to steam-powered boats and from wood construction to an ever-increasing metal construction. There were basically three different types of ships being used: standard sailing ships of several different types , [27] Clippers , and paddle steamers with paddles mounted on the side or rear. River steam boats typically used rear-mounted paddles and had flat bottoms and shallow hulls designed to carry large loads on generally smooth and occasionally shallow rivers. Ocean-going paddle steamers typically used side-wheeled paddles and used narrower, deeper hulls designed to travel in the often stormy weather encountered at sea. The ship hull design was often based on the clipper ship design with extra bracing to support the loads and strains imposed by the paddle wheels when they encountered rough water.

The first paddle-steamer to make a long ocean voyage was the 320-ton 98-foot-long (30 m) SS Savannah , built in 1819 expressly for packet ship mail and passenger service to and from Liverpool , England. On 22 May 1819, the watch on the Savannah sighted Ireland after 23 days at sea. The Allaire Iron Works of New York supplied Savannah's 's engine cylinder , while the rest of the engine components and running gear were manufactured by the Speedwell Ironworks of New Jersey . The 90-horsepower low-pressure engine was of the inclined direct-acting type, with a single 40-inch-diameter (100 cm) cylinder and a 5 feet (1.5 m) stroke. Savannah 's engine and machinery were unusually large for their time. The ship's wrought-iron paddlewheels were 16 feet in diameter with eight buckets per wheel. For fuel, the vessel carried 75 short tons (68 t) of coal and 25 cords of wood.

The SS Savannah was too small to carry much fuel, and the engine was intended only for use in calm weather and to get in and out of harbors. Under favorable winds the sails alone were able to provide a speed of at least four knots. The Savannah was judged not a commercial success, and its engine was removed and it was converted back to a regular sailing ship. By 1848 steamboats built by both United States and British shipbuilders were already in use for mail and passenger service across the Atlantic Ocean—a 3,000 miles (4,800 km) journey.

A typical river paddle steamer from the 1850's-the Ben Campbell

Since paddle steamers typically required from 5 to 16 short tons (4.5 to 14.5 t) of coal per day to keep their engines running, they were more expensive to run. Initially, nearly all seagoing steamboats were equipped with mast and sails to supplement the steam engine power and provide power for occasions when the steam engine needed repair or maintenance. These steamships typically concentrated on high value cargo, mail and passengers and only had moderate cargo capabilities because of their required loads of coal. The typical paddle wheel steamship was powered by a coal burning engine that required firemen to shovel the coal to the burners. [28] [29]

By 1849 the screw propeller had been invented and was slowly being introduced as iron increasingly was used in ship construction and the stress introduced by propellers could be compensated for. As the 1800s progressed the timber and lumber needed to make wooden ships got ever more expensive and the iron plate needed for iron ship construction got much cheaper as the massive iron works at Merthyr Tydfil , Wales, for example, got ever more efficient. The propeller put a lot of stress on the rear of the ships and would not see large spread use till the conversion from wood boats to iron boats was complete—well underway by 1860. By the 1840s the ocean-going steam ship industry was well established as the Cunard Line and others demonstrated.

The last sailing frigate of the US Navy, Santee , had been launched in 1855.

The trips by paddle wheel steamship to Panama and Nicaragua from New York, Philadelphia, Boston, via New Orleans and Havana were about 2,600 miles (4,200 km) long and took about two weeks. Trips across the Isthmus of Panama or Nicaragua typically took about one week by native canoe and mule back. The 4,000 miles (6,400 km) trip to or from San Francisco to Panama City could be done by paddle wheel steamer in about three weeks. In addition to this travel time via the Panama route typically had a two- to four-week waiting period to find a ship going from Panama City, Panama to San Francisco before 1850. It was 1850 before enough paddle wheel steamers were available in the Atlantic and Pacific routes to establish regularly scheduled journeys.

As the passenger, mail and high value freight business to and from California boomed more and more paddle steamers were brought into service—eleven by the Pacific Mail Steamship Company alone. The trip to and from California via Panama and paddle wheeled steamers could be done, if there were no waits for shipping, in about 40 days—over 100 days less than by wagon or 160 days less than a trip around Cape Horn . About 20-30% of the California Argonauts are thought to have returned to their homes, mostly on the East Coast of the United States via Panama—the fastest way home. Many returned to California after settling their business in the East with their wives, family and/or sweethearts. Most used the Panama or Nicaragua route till 1855 when the completion of the Panama Railroad made the Panama Route much easier, faster and more reliable. Between the 1849 and 1869 when the First Transcontinental Railroad was completed across the United States about 800,000 travelers had used the Panama route. [53] Most of the roughly $50,000,000 of gold found each year in California were shipped East via the Panama route on paddle steamers, mule trains and canoes and later the Panama Railroad across Panama. After 1855 when the Panama Railroad was completed the Panama Route was by far the quickest and easiest way to get to or from California from the East Coast of the U.S. or Europe. Most California bound merchandise still used the slower but cheaper Cape Horn sailing ship route. The sinking of the paddle steamer SS Central America (the Ship of Gold ) in a hurricane on 12 September 1857 and the loss of about $2 million in California gold indirectly led to the Panic of 1857 .

Steamboat traffic including passenger and freight business grew exponentially in the decades before the Civil War. So too did the economic and human losses inflicted by snags, shoals, boiler explosions, and human error. [53]

The Civil War in the West was fought to control major rivers, especially the Mississippi and Tennessee Rivers using paddlewheelers. Only the Union had them (the Confederacy captured a few, but were unable to use them.) The Battle of Vicksburg involved monitors and ironclad riverboats. The USS Cairo is a survivor of the Vicksburg battle. Trade on the river was suspended for two years because of a Confederate's Mississippi blockade before the union victory at Vicksburg reopened the river on July 4, 1863. The triumph of Eads ironclads, and Farragut's seizure of New Orleans, secured the river for the Union North.

Although Union forces gained control of Mississippi River tributaries, travel there was still subject to interdiction by the Confederates. The Ambush of the steamboat J. R. Williams , which was carrying supplies from Fort Smith to Fort Gibson along the Arkansas River on July 16, 1863 demonstrated this. The steamboat was destroyed, the cargo was lost, and the tiny Union escort was run off. The loss did not affect the Union war effort, however. [53]

The worst of all steamboat accidents occurred at the end of the Civil War in April 1865, when the steamboat Sultana , carrying an over-capacity load of returning Union soldiers recently freed from a Confederate prison camp, blew up, causing more than 1,700 deaths.

SS Savannah , the first steam powered ship to cross the Atlantic Ocean--1819

Mississippi and Missouri river traffic

For most of the 19th century and part of the early 20th century, trade on the Mississippi River was dominated by paddle-wheel steamboats. Their use generated rapid development of economies of port cities; the exploitation of agricultural and commodity products, which could be more easily transported to markets; and prosperity along the major rivers. Their success led to penetration deep into the continent, where Anson Northup in 1859 became first steamer to cross the Canada–US border on the Red River . They would also be involved in major political events, as when Louis Riel seized International at Fort Garry , or Gabriel Dumont was engaged by Northcote at Batoche . Steamboats were held in such high esteem that they could become state symbols; the Steamboat Iowa (1838) is incorporated in the Seal of Iowa because it represented speed, power, and progress.

At the same time, the expanding steamboat traffic had severe adverse environmental effects, in the Middle Mississippi Valley especially, between St. Louis and the river's confluence with the Ohio . The steamboats consumed much wood for fuel, and the river floodplain and banks became deforested. This led to instability in the banks, addition of silt to the water, making the river both shallower and hence wider and causing unpredictable, lateral movement of the river channel across the wide, ten-mile floodplain, endangering navigation. Boats designated as snagpullers to keep the channels free had crews that sometimes cut remaining large trees 100–200 feet (30–61 m) or more back from the banks, exacerbating the problems. In the 19th century, the flooding of the Mississippi became a more severe problem than when the floodplain was filled with trees and brush.

Most steamboats were destroyed by boiler explosions or fires—and many sank in the river, with some of those buried in silt as the river changed course. From 1811 to 1899, 156 steamboats were lost to snags or rocks between St. Louis and the Ohio River. Another 411 were damaged by fire, explosions or ice during that period. [53] One of the few surviving Mississippi sternwheelers from this period, Julius C. Wilkie , was operated as a museum ship at Winona, Minnesota until its destruction in a fire in 1981. The replacement, built in situ was not a steamboat. The replica was scrapped in 2008.

From 1844 through 1857, luxurious palace steamers carried passengers and cargo around the North American Great Lakes. [53] Great Lakes passenger steamers reached their zenith during the century from 1850 to 1950. The SS Badger is the last of the once-numerous passenger-carrying steam-powered car ferries operating on the Great Lakes. A unique style of bulk carrier known as the lake freighter was developed on the Great Lakes. The St. Marys Challenger , launched in 1906, is the oldest operating steamship in the United States. She runs a Skinner Marine Unaflow 4-cylinder reciprocating steam engine as her power plant. [53]

20th century

The Belle of Louisville is the oldest operating steamboat in the United States, and the oldest operating Mississippi River-style steamboat in the world. She was laid down as Idlewild in 1914, and is currently located in Louisville, Ky. [60]

Sternwheelers were an instrumental transportation technology in the development of Western Canada. They were used on most of the navigable waterways of Manitoba, Saskatchewan, Alberta, BC (British Columbia) and the Yukon at one time or another, generally being supplanted by the expansion of railroads and roads. In the more mountainous and remote areas of the Yukon and BC, working sternwheelers lived on well into the 20th century.

The simplicity of these vessels and their shallow draft made them indispensable to pioneer communities that were otherwise virtually cut off from the outside world. Because of their shallow, flat-bottomed construction (the Canadian examples of the western river sternwheeler generally needed less than three feet of water to float in), they could nose up almost anywhere along a riverbank to pick up or drop off passengers and freight. Sternwheelers would also prove vital to the construction of the railroads that eventually replaced them. They were used to haul supplies, track and other materials to construction camps.

The simple, versatile, locomotive-style boilers fitted to most sternwheelers after about the 1860s could burn coal, when available in more populated areas like the lakes of the Kootenays and the Okanagan region in southern BC, or wood in the more remote areas, such as the Steamboats of the Yukon River or northern BC.

The hulls were generally wooden, although iron, steel and composite hulls gradually overtook them. They were braced internally with a series of built-up longitudinal timbers called "keelsons". Further resilience was given to the hulls by a system of "hog rods" or "hog chains" that were fastened into the keelsons and led up and over vertical masts called "hog-posts", and back down again. [62]

Like their counterparts on the Mississippi and its tributaries, and the vessels on the rivers of California, Idaho, Oregon, Washington and Alaska, the Canadian sternwheelers tended to have fairly short life-spans. The hard usage they were subjected to and inherent flexibility of their shallow wooden hulls meant that relatively few of them had careers longer than a decade.

In British Columbia, the Moyie , built by the Canadian Pacific Railway (CPR) in 1898, was operated on Kootenay Lake in south-eastern BC until 1957. It has been carefully restored and is on display in the village of Kaslo, where it acts as a tourist attraction right next to information centre in downtown Kaslo. The Moyie is the world's oldest intact stern wheeler. While the SS Sicamous and SS Naramata (steam tug & icebreaker) built by the CPR at Okanagan Landing on Okanagan Lake in 1914 [18] have been preserved in Penticton at the south end of Okanagan Lake .

The SS Samson V is the only Canadian steam-powered sternwheeler that has been preserved afloat. It was built in 1937 by the Canadian federal Department of Public Works as a snagboat for clearing logs and debris out of the lower reaches of the Fraser River and for maintaining docks and aids to navigation. The fifth in a line of Fraser River snagpullers, the Samson V has engines, paddlewheel and other components that were passed down from the Samson II of 1914. It is now moored on the Fraser River as a floating museum in its home port of New Westminster, near Vancouver, BC.

The oldest operating steam driven vessel in North America is the RMS Segwun . It was built in Scotland in 1887 to cruise the Muskoka Lakes, District of Muskoka , Ontario, Canada. Originally named the S.S. Nipissing , it was converted from a side-paddle-wheel steamer with a walking-beam engine into a two-counter-rotating-propeller steamer.

Great Britain

Engineer Robert Fourness and his cousin, physician James Ashworth are said to have had a steamboat running between Hull and Beverley, after having been granted British Patent No. 1640 of March 1788 for a "new invented machine for working, towing, expediting and facilitating the voyage of ships, sloops and barges and other vessels upon the water". James Oldham, MICE, described how well he knew those who had built the F&A steamboat in a lecture entitled "On the rise, progress and present position of steam navigation in Hull" that he gave at the 23rd Meeting of the British Association for the Advancement for Science in Hull, England on 7 September 1853. The first commercially successful steamboat in Europe, Henry Bell's Comet of 1812, started a rapid expansion of steam services on the Firth of Clyde , and within four years a steamer service was in operation on the inland Loch Lomond , a forerunner of the lake steamers still gracing Swiss lakes. [19]

On the Clyde itself, within ten years of Comet's start in 1812 there were nearly fifty steamers, and services had started across the Irish Sea to Belfast and on many British estuaries. By 1900 there were over 300 Clyde steamers .

From 1850 to the early decades of the 20th century Windermere , in the English Lakes , was home to many elegant steam launches. They were used for private parties, watching the yacht races or, in one instance, commuting to work, via the rail connection to Barrow in Furness. Many of these fine craft were saved from destruction when steam went out of fashion and are now part of the collection at Windermere Steamboat Museum . The collection includes SL Dolly, 1850, thought to be the world's oldest mechanically powered boat, and several of the classic Windermere launches. [21]

The paddle steamer Waverley , built in 1947, is the last survivor of these fleets, and the last seagoing paddle steamer in the world. This ship sails a full season of cruises every year from places around Britain, and has sailed across the English Channel for a visit to commemorate the sinking of her predecessor, built in 1899, at the Battle of Dunkirk in 1940.

The Sultana on fire, from Harpers Weekly

After the Clyde, the Thames estuary was the main growth area for steamboats, starting with the Margery and the Thames in 1815, which were both brought down from the Clyde. Until the arrival of railways from 1838 onwards, steamers steadily took over the role of the many sail and rowed ferries, with at least 80 ferries by 1830 with routes from London to Gravesend and Margate, and upstream to Richmond. By 1835, the Diamond Steam Packet Company, one of several popular companies, reported that it had carried over 250,000 passengers in the year.

Over a number of years French Brothers carefully restored the launch to its former specification. A similar Sissons triple-expansion engine was found in a museum in America, shipped back to the UK and installed, along with a new coal-fired Scotch boiler , designed and built by Alan McEwen of Keighley , Yorkshire. The superstructure was reconstructed to the original design and elegance, including the raised roof, wood panelled saloon and open top deck. The restoration was completed in 1997 and the launch was granted an MCA passenger certificate for 106 passengers. SL Nuneham was entered back into service by French Brothers Ltd, but trading as the Thames Steam Packet Boat Company.

European

In Denmark, steamboats were a popular means of transportation in earlier times, mostly for recreational purposes. They were deployed to carry passengers for short distances along the coastline or across larger lakes. Falling out of favour later on, some of the original boats are still in operation in a few places, such as Hjejlen . Built in 1861, this steamboat is running second to the Norwegian Skibladner as the oldest steamship in operation and sails the lake of Julsø near Silkeborg .

Swiss lakes are home of a number of large steamships. On Lake Lucerne , five paddle steamers are still in service: Uri (1901) (built in 1901, 800 passengers), Unterwalden (1902) (1902, 800 passengers), Schiller (1906) (1906, 900 passengers), Gallia (Schiff, 1913) (1913, 900 passengers, fastest paddle-wheeler on European lakes) and Stadt Luzern (Schiff, 1928) (1928, 1200 passengers, last steamship built for a Swiss lake). There are also five steamers as well as some old steamships converted to diesel-powered paddlewheelers on Lake Geneva , two steamers on Lake Zurich and single ones on other lakes.

In Austria the paddle-wheeler Gisela (1871) (250 passengers) of 1871 vintage continues in service on Traunsee .

Vietnam

Seeing the great potential of the steam powered-vessels, Vietnamese Emperor Minh Mạng attempted to reproduce a French-made steamboat. [3] The first test in 1838 was a failure as the boiler was broken. The task supervisor was chained and two officials Nguyễn Trung Mậu, Ngô Kim Lân from the Ministry of Construction were jailed for false report. The project was assigned again to Hoàng Văn Lịch and Võ Huy Trinh. In the second test two months later, the engine performed greatly. The Emperor rewarded the two handsomely. He commented that although this machine could be purchased from the Westerner, it is important that his engineers and mechanics could acquaint themselves with modern machinery. Therefore no expense was too great. [3] Encouraged by the success, Minh Mạng ordered the engineers to study and develop steam engines and steamers to equip his naval fleets. At the end of Minh Mạng 's reign there were 3 steamers produced named Yến Phi, Vân Phi and Vụ Phi . [3] However, his successor could not maintain the industry due to financial problems, worsened by many years of social unrest under his rule.

All information for Steamboat's wiki comes from the below links. Any source is valid, including Twitter, Facebook, Instagram, and LinkedIn. Pictures, videos, biodata, and files relating to Steamboat are also acceptable encyclopedic sources.

The original version of this page is from Wikipedia, you can edit the page right here on Everipedia. Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply. See
everipedia.org/everipedia-terms
for further details. Images/media credited individually (click the icon for details).